本文選題：大跨度橋梁 + 風(fēng)荷載��； 參考：《湘潭大學(xué)》2014年碩士論文

【摘要】：隨著經(jīng)濟(jì)的快速發(fā)展，我國鐵路建設(shè)也迎來了建設(shè)高峰期，大跨度的鐵路橋梁也出現(xiàn)得越來越多，這其中不乏建設(shè)在較深的江河湖海和山區(qū)峽谷當(dāng)中。因大跨度橋梁屬于比較柔的結(jié)構(gòu)，故此時必須考慮風(fēng)和列車荷載對橋梁的共同作用來保障橋梁的穩(wěn)定性和列車行駛過程中的安全性。本文即是針對此復(fù)雜的風(fēng)-車-橋系統(tǒng)，采取自主編程加有限元軟件的方法來求解此耦合振動的系統(tǒng)，得出風(fēng)和列車荷載共同作用下大跨度橋梁的動力響應(yīng)。本文主要工作如下： 1.概述了國內(nèi)外大跨度橋梁的發(fā)展情況，統(tǒng)計(jì)了當(dāng)前不同類型的主跨前十的大跨度橋梁。分別概述了風(fēng)致橋梁振動的發(fā)展、列車空氣動力學(xué)的研究成果以及車橋耦合振動的研究。最后總結(jié)風(fēng)荷載作用下車橋系統(tǒng)研究，即對風(fēng)-車-橋系統(tǒng)耦合振動研究的特點(diǎn)，從中引出本文的選題依據(jù)及研究思路。 2.介紹風(fēng)-車-橋系統(tǒng)的三個組成部分。自然風(fēng)的平均成分和脈動成分的基本特性；建立考慮車體、轉(zhuǎn)向架、輪對各方向自由度的車輛動力學(xué)模型；簡單總結(jié)了橋梁有限元分析的基本理論和常用的橋梁有限元模型。 3.根據(jù)隨機(jī)振動理論并結(jié)合matlab進(jìn)行自主編程來模擬自然風(fēng)的脈動特性，得出模擬點(diǎn)的脈動風(fēng)速時程曲線并進(jìn)行相關(guān)驗(yàn)證，然后將其轉(zhuǎn)換成橋梁的風(fēng)荷載。根據(jù)蠕滑理論并結(jié)合matlab進(jìn)行自主編程，將行駛在橋梁上的不同類型的動車組通過輪軌相互作用關(guān)系求解轉(zhuǎn)換成為橋梁的外荷載，并與相關(guān)實(shí)驗(yàn)結(jié)果進(jìn)行對比來驗(yàn)證輪軌力程序的準(zhǔn)確性。 4.首先考慮在無風(fēng)荷載的情況下，將模擬的輪軌力輸入到采用midas Civil建立的橋梁有限元分析模型中來求解橋梁的動力響應(yīng)，并驗(yàn)證此種求解車橋系統(tǒng)耦合振動的分析方法的可行性。其次再將模擬的風(fēng)荷載作為外部荷載輸入至車橋系統(tǒng)中，建立風(fēng)-車-橋系統(tǒng)模型，推導(dǎo)此系統(tǒng)的振動運(yùn)動方程并介紹其求解方法。 5.以大跨度連續(xù)剛構(gòu)橋、拱橋和斜拉-懸索橋作為算例，求解計(jì)算橋梁結(jié)構(gòu)在風(fēng)荷載和和諧號CRH1、CRH2、CRH3和CRH5型電力動車組等列車荷載同時作用的情況下的動力響應(yīng)曲線。其主要的研究內(nèi)容有橋梁特征值的分析、風(fēng)速、風(fēng)攻角及車速變化對橋梁振動響應(yīng)的影響等內(nèi)容。結(jié)果表明： (a)風(fēng)荷載對大跨度橋梁的的橫向位移和橫向加速度有較大影響，對豎向位移和豎向加速度影響不大； (b)大跨度橋梁跨中的豎向位移和豎向加速度隨風(fēng)荷載的增加而增加，但是其時程曲線的變化趨勢基本不變； (c)當(dāng)無風(fēng)荷載時，，隨著車速的變化，大跨度橋梁的各向位移及加速度均有一定影響，但其對橫向位移和橫向加速度的影響幅度遠(yuǎn)不如風(fēng)荷載明顯。 (d)當(dāng)車速、風(fēng)速或風(fēng)攻角變化時，橋梁跨中截面的動力響應(yīng)值較其他截面的值大。
[Abstract]:With the rapid development of economy, railway construction in our country has ushered in the peak period of construction, and there are more and more long-span railway bridges, many of which are built in deep rivers, lakes, seas and mountain canyons. Because the long-span bridge belongs to the softer structure, it is necessary to consider the joint action of wind and train load on the bridge to ensure the stability of the bridge and the safety during the train running. In this paper, for this complicated wind-vehicle-bridge system, the method of self-programming and finite element software is adopted to solve the coupled vibration system, and the dynamic response of the long-span bridge under the combined action of wind and train load is obtained. The main work of this paper is as follows: 1. The development of long span bridges at home and abroad is summarized, and different types of long span bridges with the top ten main spans are counted. The development of wind-induced bridge vibration, the research results of train aerodynamics and the research of vehicle-bridge coupling vibration are summarized respectively. Finally, the paper summarizes the characteristics of the research on the wind-bridge system under the wind load, which is the characteristics of the wind-vehicle-bridge system coupling vibration research, and leads to the basis and research ideas of this paper. 2. This paper introduces three components of wind-vehicle-bridge system. The basic characteristics of the average component and pulsating component of natural wind, the vehicle dynamics model considering the freedom of vehicle body, bogie and wheelset is established. The basic theory of bridge finite element analysis and the commonly used bridge finite element model are briefly summarized. Based on the random vibration theory and matlab, the pulsation characteristic of natural wind is simulated, and the time history curve of the wind velocity at the simulation point is obtained and verified. Then it is converted into the wind load of the bridge. According to creep theory and matlab, the different types of EMU running on the bridge are solved by wheel-rail interaction relationship and converted into the external load of the bridge. And compared with the experimental results to verify the accuracy of wheel-rail force program. 4. Firstly, in the case of no wind load, the simulated wheel-rail force is input into the bridge finite element analysis model established by midas Civil to solve the dynamic response of the bridge, and the feasibility of this method for solving the coupled vibration of the vehicle-bridge system is verified. Secondly, the simulated wind load is input into the vehicle-bridge system as the external load, the model of the wind-vehicle-bridge system is established, the vibration equation of the system is deduced and the solution method is introduced. Taking long-span continuous rigid frame bridge, arch bridge and cable-stayed suspension bridge as examples, the dynamic response curves of bridge structure under wind load and train loads such as CRH1 / CRH2 / CRH3 and CRH5 electric EMU are calculated. The main research contents include the analysis of bridge eigenvalue, the influence of wind speed, wind attack angle and speed on the bridge vibration response. The results show that the (a) wind load has great influence on the lateral displacement and lateral acceleration of the long-span bridge, but has little effect on the vertical displacement and the vertical acceleration. The vertical displacement and acceleration in the span of (b) long-span bridge increase with the increase of wind load, but the change trend of time-history curve is basically unchanged when there is no wind load,; (c) changes with the speed of the bridge. Each direction displacement and acceleration of long-span bridge have certain influence, but its influence amplitude on transverse displacement and transverse acceleration is far less than. (d) when speed, wind speed or wind attack angle change obviously. The dynamic response of the middle section of the bridge is larger than that of the other sections.
【學(xué)位授予單位】：湘潭大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U441.3

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